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Air carrier captain reported a terrain warning while approaching roa on a daylight visual approach.
| Attributes | |
| ACN | 1423025 |
| Time | |
| Date | 201702 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ROA.Airport |
| State Reference | VA |
| Environment | |
| Flight Conditions | VMC |
| Aircraft 1 | |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Route In Use | Visual Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Inflight Event / Encounter CFTT / CFIT Inflight Event / Encounter Weather / Turbulence |
Narrative:
Coming into roa; we were cleared for the visual for runway 24. Our route of flight into roa that day had us coming right over some of the hills and mountains that are around roa. The aircraft we were flying had a number of mels; one being an inoperative engine control unit (ecu). On our descent; we were observing the engine indications to make sure the engine was operating normally and making sure we understood what needed to be done with the engine with the inoperative ecu once we landed. During all of this time; we were also experiencing wind/turbulence; and got a 'caution; terrain' annunciation from the egpws. We promptly leveled off until we were closer to the airport; where we continued our approach and landing.it was determined that the event occurred when we got the 'caution; terrain' annunciation. We both continued to look outside and made sure we were well clear of any obstructions and terrain.the event could have possibly occurred because on our descent; we were thoroughly making sure the engine with the inoperative ecu was operating normally and I was making sure my first officer understood the procedures we would accomplish with that engine once we landed. However; we both continued to look outside to make sure we remained clear of the terrain and obstructions the whole time.once the event occurred; we promptly leveled off and made sure we were more than adequately clear of all terrain and obstructions until we got closer to the airport; where we continued our approach and landing.the event could possibly be avoided by paying more attention to flying the aircraft while on descent. Even though we briefed the MEL and procedures concerning the inoperative ecu in cruise flight; I felt it was important to make sure that my first officer understood what the procedures were as we got close to landing. Also; I wanted to make sure that all the engine indications and instruments were normal for the engine with the inoperative ecu. Again; it was a visual approach and the whole time we both were looking outside and completely aware of our position/altitude and the terrain and obstructions around us.
Original NASA ASRS Text
Title: Air carrier Captain reported a terrain warning while approaching ROA on a daylight visual approach.
Narrative: Coming into ROA; we were cleared for the visual for Runway 24. Our route of flight into ROA that day had us coming right over some of the hills and mountains that are around ROA. The aircraft we were flying had a number of MELs; one being an inoperative Engine Control Unit (ECU). On our descent; we were observing the engine indications to make sure the engine was operating normally and making sure we understood what needed to be done with the engine with the inoperative ECU once we landed. During all of this time; we were also experiencing wind/turbulence; and got a 'Caution; Terrain' annunciation from the EGPWS. We promptly leveled off until we were closer to the airport; where we continued our approach and landing.It was determined that the event occurred when we got the 'Caution; Terrain' annunciation. We both continued to look outside and made sure we were well clear of any obstructions and terrain.The event could have possibly occurred because on our descent; we were thoroughly making sure the engine with the inoperative ECU was operating normally and I was making sure my First Officer understood the procedures we would accomplish with that engine once we landed. However; we both continued to look outside to make sure we remained clear of the terrain and obstructions the whole time.Once the event occurred; we promptly leveled off and made sure we were more than adequately clear of all terrain and obstructions until we got closer to the airport; where we continued our approach and landing.The event could possibly be avoided by paying more attention to flying the aircraft while on descent. Even though we briefed the MEL and procedures concerning the inoperative ECU in cruise flight; I felt it was important to make sure that my First Officer understood what the procedures were as we got close to landing. Also; I wanted to make sure that all the engine indications and instruments were normal for the engine with the inoperative ECU. Again; it was a visual approach and the whole time we both were looking outside and completely aware of our position/altitude and the terrain and obstructions around us.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.